US4142700A - Arrangement for optimizing the running speed of a track-bound vehicle - Google Patents

Arrangement for optimizing the running speed of a track-bound vehicle Download PDF

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Publication number
US4142700A
US4142700A US05/815,627 US81562777A US4142700A US 4142700 A US4142700 A US 4142700A US 81562777 A US81562777 A US 81562777A US 4142700 A US4142700 A US 4142700A
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United States
Prior art keywords
vehicle
speed
coupled
potential
subtractor
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Expired - Lifetime
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US05/815,627
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English (en)
Inventor
Helmut Ubel
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Alcatel Lucent NV
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International Standard Electric Corp
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Assigned to ALCATEL N.V., DE LAIRESSESTRAAT 153, 1075 HK AMSTERDAM, THE NETHERLANDS, A CORP OF THE NETHERLANDS reassignment ALCATEL N.V., DE LAIRESSESTRAAT 153, 1075 HK AMSTERDAM, THE NETHERLANDS, A CORP OF THE NETHERLANDS ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: INTERNATIONAL STANDARD ELECTRIC CORPORATION, A CORP OF DE
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator

Definitions

  • the present invention relates to an arrangement for optimizing the running speed of a track-bound vehicle whose movement is determined by an automatic control system preassigning speeds and braking curves, and which is accelerated up to the permissible speed at a predetermined rate or with maximum propulsion power.
  • This control method is based on the assumption that predominantly long track sections are travelled at the maximum permissible speed. This is not always the case, however. On the contrary, it frequently happens that only a short portion of the line ahead is free, e.g. when a train with a high preassigned acceleration rate and a high maximum speed must follow a slower train. The resulting unnecessary acceleration and braking processes of the faster train lead to a high energy consumption and rapid wear of brakes and switch gear.
  • the object of the invention is to provide an arrangement which permits the introduction of a coasting phase and, possibly, of additional phases such as "reduced propulsion power” or “low braking power” in continuous automatic train control to optimize the acceleration and braking actions of the vehicles with regard to running time on the one hand and energy consumption and wear of brakes on the other hand, thereby cutting operating costs.
  • the arrangement according to the invention is characterized in that the vehicle carries an additional circuit which calculates coasting initiation curves running below the braking curves in the speed-distance diagram from the data communicated to the vehicle to determine the braking curve and, when the actual speed of the vehicle exceeds a coasting initiation curve, causes either the propulsion of the vehicle to be switched off or the propulsion power to be reduced or the vehicle to be braked with a low braking force.
  • a development of the arrangement according to the invention is characterized in that the effect of the additional circuit can be switched on and off manually and/or by the automatic control system, and that means are provided which perform such switching-on and -off automatically when the actual speed falls below a minimum or when a station stop lies immediately ahead. This makes it possible to reduce the running time to a minimum, e.g. to make up for lost time.
  • Another development of the arrangement according to the invention is characterized in that there is provided an additional subcircuit which, if the braking curve in the speed-distance diagram is flat, causes the associated coasting initiation curve to be raised in its portion running in the higher speed range.
  • a further development of the arrangement according to the invention is characterized in that the coasting initiation curves are straight lines, that the additional circuit consists essentially of an adder followed by a subtractor and a relay controlled via a transistor, that the adder connects the potentials obtained during the braking-curve calculation in the vehicle or communicated to the vehicle and representing target distance and target speed with a vehicle-specific constant determining the slope of the straight-line coasting initiation curve, that the subtractor subtracts from the potential value derived from the interconnection a potential value proportional to the actual speed, that, when the potential value proportional to the actual speed exceeds the potential value obtained by the interconnection, the transistor is turned on and thus operates the relay, which causes the propulsion of the vehicle to be switched off via contacts and drives one or more display units, and that means are provided which cause a hysteresis in the switching behavior of the additional circuit to prevent the propulsion of the vehicle from being switched on and off too often.
  • FIG. 1 shows the effect of the arrangement according to the invention in a speed-distance diagram during a movement between two stopping points
  • FIG. 2 shows the effect of the arrangement according to the invention in a speed-distance diagram as a vehicle is being slowed down to a target speed and then brought to a stop
  • FIG. 3 shows a preferred embodiment of the additional circuit.
  • a speed-distance curve F of a vehicle In the coordinate system shown in FIG. 1, where distances s are plotted along the abscissa and speeds v along the ordinate, there are shown a speed-distance curve F of a vehicle, a preassigned braking curve B, and a coasting initiation curve ALK, which is parabolic in this case.
  • the speed-distance curve F shows the actual speed of a vehicle over the distance from a stop at the point P1 to a stop at the point P2. Without the arrangement according to the invention, the speed-distance curve would run via a break K1, where it intersects the coasting initiation curve, to a break K2 (thin continuous line) and from there along the braking curve B to the stopping point P2.
  • the vehicle would accelerate at the maximum rate until it reaches the braking curve, and then would brake sharply.
  • the propulsion is already switched off when the vehicle reaches the coasting initiation curve at the break K1, which, as a rule, results in a deceleration apparent from the slope of the speed-distance curve F.
  • the braking curve is reached later and at a considerably lower speed level at a break K3. This saves energy necessary for acceleration and reduces the braking period.
  • a possible disadvantage lies in the longer running time.
  • the propulsion power may be reduced or the vehicle may be braked with a low braking force.
  • FIG. 2 shows the effect of the arrangement according to the invention in a case where the vehicle is braked from the maximum permissible speed first to a target speed vz at a point P4 and then, after having travelled a further distance, to a stop at a point P6.
  • straight lines ALK1, ALK2 have been chosen in this case.
  • the propulsion of the vehicle is switched off at a break K4, the intersection of the speed-distance curve F and the first coasting initiation curve ALK1.
  • a first braking curve B1 is therefore reached only at a break K6 -- at the maximum permissible speed it would be reached at a break K5 -- and instead of being braked along this first parabolic braking curve up to the vertex P5 and thus stopped, the vehicle, after reaching a target point P4, travels on at a lower speed, the target speed vz, up to a break K7, the intersection of the speed-distance curve and the second coasting initiation curve ALK2. From there, as in the case shown in FIG. 1, the movement continues not to a break K8 at a constant speed, but, with the propulsion switched off, to a break K9 on a second braking curve B2 and along this second braking curve B2 to a stop at the point P6.
  • FIG. 3 shows an embodiment of the additional circuit of the arrangement according to the invention.
  • An adder A connects a potential Uz representing the target distance and a potential Uvz representing the target speed, which potentials are taken from a circuit calculating the braking curve, with a vehicle-specific constant given by resistance ratios R1/R3 and R2/R3, respectively.
  • the adder A is followed by a subtractor S which subtracts a potential Uvi representing the actual speed from the output potential of the adder A.
  • a subtractor S which subtracts a potential Uvi representing the actual speed from the output potential of the adder A.
  • a following transistor T which operates a relay R will turn on.
  • This causes the vehicle propulsion to be switched off via contacts r1 to r3 and drives two visual display units (not shown).
  • feedback via a resistor R9 is employed which causes a hysteresis in the switching behavior of the subtractor S.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
US05/815,627 1976-07-14 1977-07-14 Arrangement for optimizing the running speed of a track-bound vehicle Expired - Lifetime US4142700A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2631540A DE2631540C3 (de) 1976-07-14 1976-07-14 Einrichtung zur Optimierung der Fahrgeschwindigkeit bei einem spurgebundenen Fahrzeug
DE2631540 1976-07-14

Publications (1)

Publication Number Publication Date
US4142700A true US4142700A (en) 1979-03-06

Family

ID=5982933

Family Applications (1)

Application Number Title Priority Date Filing Date
US05/815,627 Expired - Lifetime US4142700A (en) 1976-07-14 1977-07-14 Arrangement for optimizing the running speed of a track-bound vehicle

Country Status (6)

Country Link
US (1) US4142700A (cg-RX-API-DMAC10.html)
CH (1) CH622215A5 (cg-RX-API-DMAC10.html)
DE (1) DE2631540C3 (cg-RX-API-DMAC10.html)
ES (1) ES460730A1 (cg-RX-API-DMAC10.html)
FI (1) FI64775C (cg-RX-API-DMAC10.html)
FR (1) FR2358289A1 (cg-RX-API-DMAC10.html)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4381478A (en) * 1980-03-07 1983-04-26 Hitachi, Ltd. Control system for a linear synchronous motor
US4384695A (en) * 1979-07-13 1983-05-24 Hitachi, Ltd. Control method for stopping train at target point
US4495578A (en) * 1981-10-22 1985-01-22 General Signal Corporation Microprocessor based over/under speed governor
US4988061A (en) * 1988-03-10 1991-01-29 Thyssen Industries Ag Method and apparatus for the automatic control of a guided vehicle
US5116002A (en) * 1990-07-05 1992-05-26 Utdc, Inc. Stopping zones in a linear motor in-track transit system
US5118055A (en) * 1990-07-05 1992-06-02 Utdc, Inc. Reduced voltage braking system in a linear motor in-track transit system
US5127599A (en) * 1990-07-05 1992-07-07 Utdc, Inc. Deceleration zone in a linear motor in-track transit system
US5366183A (en) * 1992-02-11 1994-11-22 Westinghouse Brake And Signal Holdings Limited Railway signalling system
US6805326B1 (en) 1999-09-22 2004-10-19 Siemens Aktiengesellschaft Device and method for saving traction energy in rail vehicles
CN106153976A (zh) * 2016-08-25 2016-11-23 何嘉颖 一种速度响应装置和速度响应方法

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3826049A1 (de) * 1988-07-30 1990-02-01 Orenstein & Koppel Ag Verfahren und einrichtung zum transportieren schienengebundener fahrzeuge
DE4012668A1 (de) * 1990-04-20 1991-10-31 W & M Engineering & Automation Rocar-steuerung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1237612B (de) * 1963-08-06 1967-03-30 Licentia Gmbh Verfahren zur Ausschaltung des Anfahrstromes bei elektrischen Schienenfahrzeugen
CA968449A (en) * 1972-05-25 1975-05-27 Frank V. Blazek Train speed control system
DE2433666A1 (de) * 1974-07-12 1976-01-22 Standard Elektrik Lorenz Ag System zur manuellen oder automatischen steuerung von trassengebundenen fahrzeugen

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1272333B (de) * 1965-01-16 1968-07-11 Siemens Ag Einrichtung zur manuellen oder automatischen Steuerung von spurgebundenen Fahrzeugen, insbesondere von Eisenbahnfahrzeugen
DE1663158A1 (de) * 1968-01-27 1971-08-19 Licentia Gmbh Verfahren zur Ausschaltung des Anfahrstromes bei elektrischen Schienentriebfahrzeugen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1237612B (de) * 1963-08-06 1967-03-30 Licentia Gmbh Verfahren zur Ausschaltung des Anfahrstromes bei elektrischen Schienenfahrzeugen
CA968449A (en) * 1972-05-25 1975-05-27 Frank V. Blazek Train speed control system
DE2433666A1 (de) * 1974-07-12 1976-01-22 Standard Elektrik Lorenz Ag System zur manuellen oder automatischen steuerung von trassengebundenen fahrzeugen

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4384695A (en) * 1979-07-13 1983-05-24 Hitachi, Ltd. Control method for stopping train at target point
US4381478A (en) * 1980-03-07 1983-04-26 Hitachi, Ltd. Control system for a linear synchronous motor
US4495578A (en) * 1981-10-22 1985-01-22 General Signal Corporation Microprocessor based over/under speed governor
US4988061A (en) * 1988-03-10 1991-01-29 Thyssen Industries Ag Method and apparatus for the automatic control of a guided vehicle
US5116002A (en) * 1990-07-05 1992-05-26 Utdc, Inc. Stopping zones in a linear motor in-track transit system
US5118055A (en) * 1990-07-05 1992-06-02 Utdc, Inc. Reduced voltage braking system in a linear motor in-track transit system
US5127599A (en) * 1990-07-05 1992-07-07 Utdc, Inc. Deceleration zone in a linear motor in-track transit system
US5366183A (en) * 1992-02-11 1994-11-22 Westinghouse Brake And Signal Holdings Limited Railway signalling system
US6805326B1 (en) 1999-09-22 2004-10-19 Siemens Aktiengesellschaft Device and method for saving traction energy in rail vehicles
CN106153976A (zh) * 2016-08-25 2016-11-23 何嘉颖 一种速度响应装置和速度响应方法

Also Published As

Publication number Publication date
CH622215A5 (cg-RX-API-DMAC10.html) 1981-03-31
DE2631540A1 (de) 1978-01-19
DE2631540C3 (de) 1986-01-02
DE2631540B2 (de) 1980-03-27
FI64775C (fi) 1984-01-10
FR2358289A1 (fr) 1978-02-10
FI64775B (fi) 1983-09-30
FI772158A7 (cg-RX-API-DMAC10.html) 1978-01-15
ES460730A1 (es) 1978-05-01

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Owner name: ALCATEL N.V., DE LAIRESSESTRAAT 153, 1075 HK AMSTE

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:INTERNATIONAL STANDARD ELECTRIC CORPORATION, A CORP OF DE;REEL/FRAME:004718/0023

Effective date: 19870311